Cessna Cessna 210B Owners Manual (1962) - JasonBlair.net

form in the induction system, as evidenced by an unexplained drop in manifold pressure, pull the induc tion hot air knob full out. Do not use an intermediate position. IGNITION-ST ARTER SWITCH. The combination starter and igni tion switch is key-operated. When the key is turned to the extreme clockwise " START-PUSH" position, the right magneto is inoperative and a series of high-voltage, retarded a starting vibrator used in conjunc tion with the left magneto. Pushing in on the key, while holding it in th e extreme clockwise position, engage s the starter. When the key is releas ed from the "START-PUSH" positio n, it automatically returns to "BO TH . " Refer to page 3-9 for discussion 0 the use of the ignition-starter s witch during hand-cranking. ENGINE INSTRUMEN TS. FUEL flOW INDICATOR. The fuel flow indicator use d willi the Continental fuel injecti on sy! tem is a fuel pressure gage ca ll sparks are furnished for starting by brated to indicate the app ro x in lil li MINIMUM OPERATING AFUEl PRESSURE \ NORMAL ~III~ i~~~~ FU EL FLOW SET TING / \\46~~ I /o 15 P5I 10 \, CRUISE 12 FUEl POWER 14 ~- flOW =-\\ \ GAL. / HR . FUL~000i61' 8~~0 \ POWER I , . ~a . .ooo~ t:18 '-IL ;z " S . l. ........ .000 ~ Q 15 .15 PSI 20' ~ ~ FT ~;: 2~ \ ,';/ ,,0'::: ,,_ I ~ \ .... ~"\SE" ~ ~ --=\ LEVEL v~~ .;: i-\~ TAKE-OFF t<'o'" AND CLIMB POWER RANGE FUEl gallons per hour of fuel being metered to the engine. The indicator dial is marked with red radials at the minimum and maximum allowable operating fuel pressures. The low flow range of the indicator has a green arc for normal cruise fuel flows while the high flow portion has white radial lines for take-off and climb settings for full power at various altitudes. The full power markings represent maximum performance mixtures for the altitudes shown, making it prac tical to lean the mixture on a high altitude take- off and during full power climbs for maximum power and performance. In the cruise power range the green arc covers the normal lean fuel flow required from 45 to 75% power. Your Cessna Power Computer or the cruise performance tables on pages 7-4 thru 7-8 show the normal lean fuel flow for cruising power settings. NOTE Best power mixture can be ob tained for any power setting shown on you.r Cessna Power Computer by adding 1 GPH to the normal lean fuel flow on the computer. Cruising climbs (page 3-5) should be conducted at approximately 15 GPH up to 7000 feet and at 1 GPH more than the normal lean fuel flow shown on the Power Computer at higher altitudes and lower powers. COWL FLAPS. Cowl flaps , adjusted to the need , Description will meter enough air for the ade quate cooling and maximum effi ciency of the engine under varying conditions. Opening the cowl flaps, while on the ground, steps up the volume of air necessary for engine cooling. In flight , closing the cowl flaps , as required, restricts the flow of air through the engine com partment, thereby redUCing the cool ing and cowl flap drag to a minimum. The cowl flaps are controlled by a lever on the control pedestal. Nine pOSitions, including full open and full closed, are provided by means of lOCking holes in the lever mechanism. To change the cowl flap settings , move the lever to the left, out of the locking hole, then reposition. Make sure the lever moves into the locking hole at the new setting. FUEL SYSTEM. Fuel is supplied to the engine from two tanks, one in each wing (refer to figure 1- 3). From each tank, fuel flows by gravity through a fuel reser voir tank to the fuel selector valve. Depending upon the setting of the selector valve, fuel from the left or right tank flows through a fuel strainer and check valve to the engine-driven fuel pump, by-passing two electric fuel pumps when they are not operating. Pressurized fuel from the fuel pump then flows through a fuel unit to a distributor manifold which disperses the fuel to a fuel nozzle on each engine cylinder. Vapor and excess fuel from the engine driven fuel pump and fuel unit are returned to the main tank being used by way of the selector valve and 1-2 1-3 Description Description -Fu el c ann ot be used from bol h tank s simu ltaneously. FUEL QUANTI,TY DATA I (u.s. GALLONS) I fUel QUANTITY INDICATORS LEfT LEfT • - ''' •V' RIGHT RIGHT '" ~' ~' __' ~. , fUEL TANK CHECK fiLLER ~ ""'-.... fillER CHECK VAl VI:. CAP ./""... FUel QUANTITY TRANSMITTERS .....~ CAP VALVE fUEL TANK ~ STANDARD TANKS LEFT TANK] 31.7 31.9 IRIGHT TANK~ 31.7 . 31.9 40.0 41.0 41.9 I 4 2.0 RIGHT TANK 40.0 41.0 41.9 42 .0 I I SELECTOR VALVE POSITION USABLE FUEL (ALL FLIGHT CONDITIONS) USABLE FUEL (LEVEL FLIGHT ONLY) USABLE FUEL (CLIMBING. DESCENDING) TOTAL VOLUME 32.4 32.4 LONG RANGE TANKS (OPTIONAL) LEFT TANK I DECREASE IN USABLE FUel IN All FLIGHT CONDITIONS IS DUE TO DETRIME N TA l EFFECTS OF UNCOORDINATED FLIGHT (SLIPS OR SKIDS) OR TURBULENT A IR THA I MAY BE ENCOUNTERED IN NORMAL FLYING CONDITIONS . Figure 1-2. reservoir tank. Refer to figure 1- 2 for fuel quan tity data. See the Servicing Diagram (figure 6-1) for a summary of fuel system servicing information. FUEL SELECTOR VALVE. The rotary-type fuel selector valve has three positions, labeled " BOTH OFF," "LEFT ON" and "RIGHT ON. " The "BOTH OFF" pOSition seals both wing tanks off from the rest of the fuel system and allows no fuel to pass beyond the selector valve. The "LEFT ON" position provides fuel flow from the left tank to the engine. Similarly, the "RIGHT ON" pOSition provides flow from the right tank to the engine. Both the fuel feed and vapor return lines for each tank go throogh the selector valve, so that fuel returns to the tank from which it is drawn. Fuel cannot be us ed fro"1 both tanks simultaneoosly. NOTE The fuel selector valve hall ill , indicates the setting of t he V; i t \' by its pOSition above the ~I I, I Take off and land with th e h:III"1 turned to the fullest tank . AUXILIARY FUEL PU MP SWllrll The auxiliary fuel pu mp controls both of the ele ctric , lljili iary pumps which supp ly 1111 I Ii for starting and for en gi nl' III" I " if the engine-driven pump 11 111 .1 1'1 I The switch is a split to !" III I I 1 The right half of the switrh , l.thi 1\ " LO, " operates only one PUtllp. I viding sufficient fuel fo r (JIIIII III starting. The left hal! uf 1111 ~ ~ FUEl RESER VOIR WITH DRAIN PLUG SOLENOID VALVE (OPT) O IL DILUTION SWITCH (OPT) ...TO OIL SYSTEM CODE ~ FUEL SUPPLY IIIIIIIIIIIIIIl EXCESS FUel AND VAPOR _ RETURN FUEl MECHANICAL LINKAGE ~ ELECTRICAL CONNECTION 8 FILTER THROTTlE 0 SCREEN ~- - ' -- l1fE:2J AIR THROTTLE FUEl SYSTEM SCHEMATIC ,.,. fUEL flOW GAGE ,-'.'1":\ :'/"'>" ,:7',>, :',:",,, :?': '. ,'. ,' fUEL NOZZLES Figure 1-3. 1-5 1-4 Description labeled "HI, " operates both pumps and closes the vapor return line, supplying sufficient fuel flow to maintain flight. This position is also used for vapor elimination. The auxiliary system is not to be used during normal operation, be cause, with the engine-driven pump functioning , a fuel/air ratio con siderably richer than best power is produced and any vapor in the system cannot be returned since the vapor return line is closed. NOTE If electric pumps are turned on with the engine stopped, intake manifolds will be flooded unless the mixture is in idle cut-off. FUEl QUANTITY INDICATORS. Two electrically - operated fuel quantity indicators are provided, each working in con.iunction with an electric fuelleyel transmitter in its respective fuel tank. Turned on by the master switch, the indicators continue to function until the master switch is turned off. FUEl STRAINER DRAIN KNOB. The fuel strainer drain knob marked "STRAINER DRAIN" provides a quick, convenient method of draining water and sediment that may have collected in the fuel strainer. The strainer is located in the nose wheel well. About two ounces of fuel (3 to 4 seconds of drain knob operation) should be drained from the strainer before the initial flight of the day t insure against the presence of wat er or sediment in the fuel. The spring-loaded drain valve in the strainer is open when the fu el strainer drain knob is pulled out a ll the way. The drain valve autom ati cally closes when the knob is r e leased. ELE CT RICAL SYSTEM. Electrical energy is suppli ed by a 12-volt, direct-current sy s1. cr " powered by a 50-ampere en gine driven generator. The 12-volt stn l age battery is located on the UPPI i right-hand forward portion of II.. firewall. CIRCUIT BREAKERS. All electrical circuits in the : 1[ I plane, except the clock ci rcuit , III, protected by circuit break ers. '/'1]1 clock has a separate fuse m O\lll l 'oI near the battery solenoid. TIl(' 1-0 1 , II and gear warning, flap posi ti() 11 In dicator. turn-and-bank i ndi (: 11 "1 and the' optional gyr 0 hor izo/l I, I ii lights circuits are protec t ed II .,. (I single automatically resetti ng \ '1 "','·uF breaker mounted behind t he 1111 , 1, il ment panel. The remainin g ", ,.,· Iiil are protected by "push- t o I . '~ d breakers on the instru me nt P, 1I 1' I These can be pulled out 1.1) i N"I II the circuit. The name of th (' I'". 1111 is shown above each breakl'!' . LANDING LIG HTS. The landing lights sWill'1t 18 II split rocker type. To l\ll 'l\ fI " ,If Description flop position and A 0100 turn & bonk i ndicators, Number under circuit and opt. gyro horizon GENERATOR breaker denotes its A amperoge capacity . beacon ArTO opl. pilot ond ~J~OOT stoll wO' rning HEAT heaters ligh Is A~TO cigarette lighter 10 To opt. oil dilution NAV .. . LIGHT To navlgotlon lights To courtesy lights STARTING VIBRATOR STARTER To fuel quant i ty CONTACTOR indicators and cylin der head temp. goge To instrument-mop lights ond compass light londing gear indicator lights A . 10 0--Too opt. automatic :I~~~ pilot ELECTRICAL POWER DISTRIBUTION tillj lOO1 Figure 1-4. 1-6 1-7 Description lamp for taxiing, push the right half of the switch "ON." To turn on both lamps for landing, push the left half of the switch "ON. " NAVIGATION LIGHTS. The navigation light switch is the split rocker type. For flashing navi gation lights, push the right half of the switch "ON. " For steady navi gation lights, push the left half of the switch "ON." To switch from steady to flashing, push the left half of the switch " OFF. " STALL W ARN ING INDICATOR. The stall warning indicator is an electric horn controlled by a trans mitter unit in the leading edge of the left wing . This system is in oper ation whenever the master switch is turned on. The transmitter responds to changes in the airflow over the leading edge of the wing as a stall is approached. In straight-ahead and turning flight, the warning horn will sound 5 to 10 MPH ahead of the stall. Under safe flight conditions, the only time you may hear the warning horn will be a short beep as yoo land. WING FLAPS. The wing flaps are operated hy draulically by the same system which operates the landing gear. The flaps are controlled by a lever on the con trol pedestal located below the center of the instrument panel. Flap de flection is shown by an electric indi cator on the instrument panel. The flaps may be stopped in any desi r ed pOSition by releasing the flap co ntr ol handle which is sprin g -loaded t o re turn to its center (off) pOSition. NOTE When mooring the airplane , do not use external locks be tw een the flaps and ailerons , beca u se aCCidental operation of the fl ap s could cause structural dama ge to both flaps and ailerons. NOTE Check to see that the oo.gga ge door is closed before operating the winf{ flaps. Also, retract the fl aps bl' fore opening oo.ggage door. LANDI N G GEAR SYSTEM , The retractable tricycle lan cllll gear of your aircraft is ess enUa IIv the familiar LAND-O- MA TIC spr lll gear. It is extended and retracll I by hydraulic actuators, powered II~ an engine- dri ven hydrauli c pu "'II The nose gear retracts f orw ard 111101 up and the main gear rotates aft lill d up, into wells under the f u sf.'lll~~1 Both the main and nose g ear /1 ;lvl positive mechanical up an d 1/1 I\\' II locks , operated by separa te hyriJ ,llI lic actuators. The nose gear ,11110 has a hydraulic safety lock wilhln Ii gear actuator. Limit s wit ChCH Ilill trol two position-indicat or 11 .:ill which show that the gea r is I'dili'l up or down and locked. Thl ' 1111\\ switches are connected in HI'l l i so that all three gears must b(' 11I1'] .l'tl before either indicator li ght !'tuil on. The indicator lights are the press-to-test type. The gear down indicator light (green) has two test positions; with the light pushed in approximately half-way (throttle pulled out) the gear warning horn should soond intermittently, and with the light pushed full in, the light should illuminate. TIle gear up in dicator li g ht (red) has only one test position ; with the light pushed full in, it should illuminate. These tests assure proper operation of gear pOSition indicator lights and warning horn. The indicator lights also con tain dimming shutters for rtight oper ation. To dim the lights, turn the lens holder on the lights clockwise. For daytime operation, the lights should be full bright. As an additional reminder that the landing gear is retracted, a warrting horn sounds intermittently whenever the throttle is retarded with the gear up. Both the main and nose landing gear wheels are fully enclosed by doors. Except for the nose gear strut doors , which are linked me chanically to the strut, all the land ing gear doors are operated by hy draulic actuators which open the doors to permit the gear to pass, then close once more, on both the extension and retraction cycles. The gear operating sequence , including opening and closing the doors, is completely automatic. GEAR POSJTlON HANDLE. The gear pOSition handle has two neutral positions, slightly above (; enter for gear-up and slightly be- Description low center for gear-down, which give a mechanical indication of the gear pOSition. From either posi tion, the handle must be pulled out to clear a detent before it can be repOSitioned; operation of the gear and doors will not begin until the handle has been repositioned. To repOSition the gear , the handle is pulled out and moved to the desired pOSition, then released. Pressure is created in the system by the engine- driven hydraulic pump and the gear is actuated to the selected position. A detent in the g ear handle system holds the handle in the oper ating pOSition until the cycle is com pleted , then the handle automatically returns to neutral and pressure in the system is relieved by a pump un loading valve. The valve continually recycles the fluid output of the pump, allowing no pressure build-up in the system, until the wing flap or landing gear handles are used to select a new flap or gear pOSition. IMPORTANT The landing gear position handle shoold be returned to neutral man ually if a malfunction occurs in the hydraulic system which pre vents the gear position handle from returning to neutral after an ex tension or retraction cycle has been completed. Continuous op eration with the handle out of neutral keeps the system pres surized and will eventually result in overheating and damage. A safety switch, actuated by t he nose gear strut, restricts the gear 1-8 1-9 Description position handle to prevent inadvertent retraction, whenever the nose gear strut is compressed by the weight of the airplane. During a normal cycle the gear locks up or down and the position indicator light comes on. When the light illuminates , hydraulic pressure is switched from the gear actuators to the door actuators to close the gear doors. VVhen the doors are closed the gear handle returns to neutral and the cycle is complete. The normal time interval between the indicator lighting and the handle returning to neutral is 2- 3 seconds. If the position indicator light does not light the gear doors will not close and hydraulic pressure will be main tained on the landing gear actuators. EMERGENCY HAND PUMP . For emergency use if the hydraulic system fails, the hydraulic control unit contains a manual pump which may be used to extend the gear and operate the flaps. The system fluid reservoir is arranged to retain suf ficient fluid to extend the gear and flaps with the hand pump if a failure between the engine-driven pump and the reservoir results in fluid loss. See Section IV for emergency oper ation of the hand pump. STEERING . The nose wheel of your Cessna is steerable through the rudder pedals in an arc of 15 0, after which it be comes free-swiveling up to 30°, on each sid e of center. The steering linkage is arranged 1-10 to straighten the nose wheel as U l( ' gear retracts, even though s om e rudder is being carried . You need not neutralize the rudder to ret rac l the gear. CABIN HEATING A ND VENTILATING SYSTE M . Fresh air for heating and ventila b nl', the cabin is supplied by a manih lld cabin heater and two ventilatin g ;:u 1 scoops, one on each side of the f u ~iI' lage just forward of the cabin dO " 1 The temperature and amount of :111 entering the cabin is controll ed IJ V two knobs on the instrument p atH J The "CABIN AIR" knob operat es II" air scoop on each side of the fu se !; I.',' and controls cool fresh air e nte l' lI l1' the manifold on the firewall. T h, "CABIN HEAT" knob regulat es II I amount of heat entering th e ca l"" Both control knobs are the dou bl. button type having friction lo ck!! ~ " permit intermediate setting s . I f' operate either of the con lrl d squeeze the buttons , releas inp, 1111 lock; then adjust the knob. For cabin ventilation, pu ll 11 \, "CABIN AIR" knob out. T o 1'111 ,. the air temperature, pull the "CAlli HEAT' knob out approximat e ly I I to 1/ 2" for a small amount of (' ,I h ill heat. Additional heat is avai laJ>l 1 I pulling the knob out farther; maXi lJ lIll .! heat is available with the " CAllI HEAT" knob pulled full ou l a lld 1I 1I "CABIN AIR" knob push ed fil II f I! VVhen no heat is desired i n th e 1' J1 dli the "CABIN HEAT" knob is I,, !! ·hqi full in. A rotary type control knob, I;d '. II "DEFROST , " regulates the 3 11 I I. lor windshield defrosting. VVith the (~ontrol knob rotated full counter clockwise, the flow of defrosting air is shut off; rotation of the knob clock wise permits air flow to the wind shield, the amount depending upon the degree of rotation toward full open. The temperature of defrosting air is dependent upon the setting of the "CABIN AIR"and"CABIN HEAT'knob. Two ventilators, one in each upper Description corner of the windshield, are pro vided to supply additional ventilating air. To operate, pull the ventilator out and rotate to the deSired posi tion. Two additional ball and socket ventilators are installed just forward of each rear door post in the ceiling, for rear seat passengers. To regu late the air, turn the knurled ring on the rim of the ventilator. DOOR OPENING DIMENSIONS INTER N AL CABIN ~ D IM ENSIO N S WIDTH (TOPI WIDTH (BOTTOMI HEIGHT (FRONT] HEIGHT (REAR I CABIN DOOR 32 1'2" 37" 41" 39 Y. " BA GGAGE DOOR 20 Y. " 20Y." 23" 22/1 " FLOOR WIDTH MEASUREMENTS Figure 1-5. 1-11 Operating Check List 4 NOTE If night flight is plann ed , check ope ration of all Ughts, and make sure a flashlight is avallab!e. EXTERIOR INSPECTION CD a. b. C, d. e. 0 ·b. f3\ •.\:V b. c. d . f'"4'\ a. ~ b. Figure 2-1. 1\Jrn on master switch and check fuel qua. nt it~. indicators. With master switc h "ON." check ope ration of stall warn i ng tra.nsmitter tab and warning horn. Turn off m..'lster s\\.itch, check ig nition switch " OFF ," and c he c k that fuel tank se lect or "alv e handle is on fullest ta nk. On Urst flight of day , pull out strai n er drain knob for about f our seconds, to clear Cuel strainer of posSible water and sedime nt. Rem o\'e control wheel lo c k, if installed. Check baggage door for security (left aide only ). Inspe ct 31 rs peed st.atic sootce hol es on sides of fuseJage for stoppage. R emove gust locks, if instal1cd. Insp ect taU surface hinges and hing e bolts. Check trim tab for security. Disconne ct tie-down rope or chain. Check aileron and flap hinges. C he ck navigation light for damage. 0 'b. c . d. c. f'6\ a. \::!.) h. c. d. e. I. g. h. l. j. k. 0 b.·· Check main wheel Ure f or cuts, bru h:i.1 t ~ II,1 proper inflation. Rem ove fuel tank cap and c hc-ck fu p.l IOYflt 1.11 agree ment with gage reading. S ecur , \ I' ' I Disconnect tie-\.1own rope or chaj n. Ch eck fuel tank vc nt openin g fo r sttlPIJ.J Check cour tesy li Gh t for dam age. Check windshield for c leanli ness. Chec k pr opelle r and spi nner f or IlJClcl .1.1 security. Examine propeller for all l eak s . Make \1 sual check t o ins ure th at CU i! l . l • .o t, , drain valve is closed alter draJ.nJng OIX' ,,,Ur Ch ec k nose wheel strut for pr ope r 11111. 111 " Ch e ck nose wheel tire for cuts , bnalat Ji I proper inflati o n. Dis con n ect tie-d o wn rope. Check induction air filter (or rcslru:h" " 11 I · dust or oUte r foreign matt er. C heck oil level. Do not ope r ate wllh I than ninc quarts. F i ll fOr c~t.f.' n (h · ' tl llll. Inspect cowl a ccess doors fOr ae CU '-i t v Inspe ct radio ventilation air I nl akl \ .( ' l1 side of fu selage for stoppage (te tt Al dt · 1·•• 11'1 Remove pit ot tube c ove r , if in s ta ll, 'd Inspect pitot tuhe ope nin g' ror !Il t O l'lII;) if · II ~ ~een- ' ~ AAA.~~ aperating [he[k 115t~ ... This section lists , in Pilot's Ch ec k List form , the steps nec es sary to operate your airplane effiCiently and safely. It is not a check list in its I rue form as it is considerably longer , but it does cover briefly all of the points that you would want to or should know concerning the information you need for a typical flight. The flight and operational characteristics of your airplane are normal in all respects. There are no "unconventional" characteristics or opera lions that need to be mastered . All controls respond in the normal way within the entire rang e of operation. All airspeeds mentioned in Sections II. III and IV are indicated airspeeds. Corresponding true indicated air speeds may be obtained from the Airspeed Correction Table in S ec tion VII. BEFORE ENTERING THE AIIRPLANE. (1) Make an exterior inspection in accordance with figure 2-1. BEFORE STARTING THE ENGINE. (1) Pilot's Check List - - Review check list on left front doorpost. (2) Seats and Seat Belts - - Adjust and lock. (3) Flight Controls -- Check . (4) Brakes -- Test and set. (5) Master Switch -- On. (6) Landing Gear -- Handle neutral and down light green. (7) Landing Gear Lights and Horn - - Push to test. (8) Cowl Flaps -- "OPEN." (9) Elevator and Rudder Trim - - Set. (10) Fuel Selector -- Fullest tank. STARTING ENGINE. (1) Mixture -- Rich. (2) Propeller -- High RPM. (3) Throttle -- Cra c ked (one inch). (4) Auxiliary Fuel Pump Switch -- On "LO. " 1-12 2-1 Operating Check List (5) Ignition Switch -- "START-PUSH" (when fuel flow is steady at ~ to 4 gal/hr). Hold until engine fires, but not longer than 30 secon d (6) Ignition Switch - - Release to "BOTH" (when engine fires). (7) Auxiliary Fuel Pump Switch -- "OFF" (after engine starts). HOT ENG INE STARTING PROCEDURE. With vapor in the fuel system, the auxiliary fuel pumps on "L O" f)I "HI" will run with a deep growling or rattling sound until the vap or I purged. Under these conditions , start the engine as follows: (1) Mixture -- Idle cut-off. (2) Throttle -- Closed. (3) Master Switch -- On. (4) Auxiliary Fuel Pump Switch -- "ill" (until vapor is purged). (5) Throttle -- Cracked (one inch). (6) Ignition Switch - - "START- PUSH" to engage starter. (7) Mixture - - Push to full rich. (8) Ignition Switch -- Release to "BOTH" (when engine fires). NOTE The engine should start in 3 to 4 revolutions. If it does not, the mixture should be moved toward idle cut-off to lean out the fuel mixture in the cylinders. Again the en gine should start in 5 to 7 additional revolutions; if it does not, stop cranking and start again from step (1) after a brief rest (approximately 30 seconds). (9) Mixture -- Adjust (smoothly) between full rich and idle cu t- pH I .) obtain a fuel-air mixture that will accelerate engine to 1000 - 1200 n I'M . (10) Auxiliary Fuel Pump Switch -- "LO" after engine starts. (11) Throttle -- Idle the engine 800 - 1000 RPM on "LO" and fu ll ' h.' 11 mixture until there is no sign of vapor. NOTE Under severe vapor conditions it may take 2 to 5 minutes to purge the vapor from the system. If the auxiliary pump is not on, the engine RPM may slowly start to drop off as the fuel flow fluctuates with vapor; opening the throttle slightly and turning the auxiliary fuel pump on will stabi lize engine operation. BEF O RE TAKE -O FF. (1) Induction Air -- Cold. Operating Check List (2) Throttle Setting - - 1700 RPM. (3) Engine Instruments -- Within green arc. (4) Ammeter -- Check (5) Magnetos -- Check (125 RPM maximum drop). (6) Propeller -- Check. (7) Flight Controls - - Recheck. (8) Wing Flaps -- 0 ° to 20 °. (9) Cowl Flaps -- Full "OPEN." (10) E levator and Rudder Trim - - Take-off setting. (11) Cabin Doors -- Closed and locked. (12) Flight Instruments and Radios - - Set. TAKE-OFF. NORMAL TAKE-OFF. (1) Power -- Full throttle . (2) Elevator Control -- Lift nosewheel at 60 MPH. (3) Brakes -- Apply momentarily (when airborne). (4) Land ing Gear -- Retract (in climb-out). (5) Wing Flaps -- Retract (if extended). MAXIMUM PERFORMANCE TAKE-OFF. (1) Wing Flaps -- 20°. (2) Brakes -- Apply. (3) Power - - Full throttle and 2625 RPM. (4) Mixture -- Lean for field elevation. (5) Brakes -- Release. (6) Elevator Control -- Maintain slightly tail-low attitude. (7) Climb Speed -- 64 MPH. (8) Landing Gear and Flaps - - Retract after obstacles are cleared. CLIMB. NORMAL CLIMB. (1) Air Speed -- 120 to 140 MPH. (2) Power -- 24 inches and 2450 RPM. (3) Mixture -- Lean for altitude as necessary. (4) Cowl Flaps -- 1/2 to full "OPEN ," as required. MAXIMUM PERFORMANCE CLIMB. (1) Air Speed - - 105 MPH (sea level) to 97 MPH (10, 000 feet). (2) Power -- Full throttle and 2625 RPM. (3) Mixture -- Lean for altitude. (4) Cowl Flaps -- Full "OPEN." 2-2 2-3 Operating Check List CRUISING. (1) Power -- 15-24 inches of manifold pressure and 2200-245 0 RJI~I (2) Cowl Flaps -- Adjust to maintain normal cylinder head t emp' , ature. (3) Elevator and Rudder Trim - - Adjust. (4) Mixture -- Lean for cruise fuel flow as determined fro m VI"1 Cessna Power Computer or from the tables on pages 7 -4 thr u 7- U LET -DOWN. (1) Mixture -- Rich. (2) Power -- As desired. BEFORE LANDING. (1) Fuel Selector -- Fullest tank. (2) Landing Gear Lever -- " DOWN" (below 160 MPH). (3) Landing Gear Light -- Green. (4) Flaps -- Down 10 0 (below 160 MPH). (5) Mixture -- Rich. (6) Airspeed -- 85-95 MPH (flaps retracted). (7) Propeller -- High RPM. (8) Flaps -- Down 10 0 - 40 0 (below 110 MPH). (9) Airspeed -- 75 - 85 MPH (flaps extended). (10) El eva tor and Rudder Trim -- Adjust. NORMAL LANDING. (1) Touch Down -- Main wheels first. (2) Landing Roll -- Lower nosewheel ge ntly. (3) Braking -- Minimum required. AF TER LANDING. (1) Cowl Flaps -- "OPEN. " (2) Wing Flaps -- Retract. (3) Mixture -- Idle cut-off. (4) Ignition Switch -- "OFF." (5) Master Switch -- Off. (6) Brakes -- Set. ••• D etails The following paragraphs cover in somewhat greater detail the items •' 1I 11' red as a Check List in Section II. Not every item in the list is discussed ii i' I" '. Only those items of the Check List that require further explanation "'1 11 he fou nd in this section. PREFLIGHT CHECK. Th e exterior inspection described III Sl'c tion II is recommended for the I ll'Ii l flight of the day. Inspection I' ro ('cdure s for subsequent flights IIl1 rmally are limited to brief checks ", Ihe tail surface hinges, fuel and "U quantity, and security of fuel and 1111 riller caps. If the airplane has 11" " 11 subjected to long-term storage, I' l'C'tlllt major maintenance, or q>era 11 11 11 from marginal airports, a more I,,,tullsive exterior inspection is rec 11111 mended. Al ler major maintenance has been lI "dc )rmed, the flight and trim con Ir o ls should be double- checked for 'I j'I' and correct movement. 'I' hl! security of all inspection plates Oil Ihe airplane should be checked 111 11 o wing periodic inspections. If th. ' a irplane has been waxed and pol I Hllt' d, it is a good practice to check I hi' (!xternal static pressure source h ili (> s for stoppage. If the airplane has been exposed to 11I 1I1: h ground handling in a crowded h .11I Kar, it should be checked for 11 1' nl o and scratches on wings, fuse lage, and tail surfaces, as well as damage to navigation and landing lights, and radio antennas. Outside storage for long periods may result in water and obstructions in the air speed system lines, condensation in fuel tanks, and dust and dirt on the intake air filters and engine cool ing fins. If the airplane has been operated from muddy fields or in snow and slush, it is necessary to check the nosewheel and main gear wheel wells for obstructions and cleanliness. Operation from a gravel or cinder field will require extra attention to propeller tips and abrasion on lead ing edges ci the hOrizental tail. Stone damage to the outer six inches of the propeller tips can seriously reduce the fatigue life of the blades. Airplanes that are operated from rough fields, especially at high aUi tudes, are subjected to abnormal landing gear abuse. A frequent check of all components of the landing gear retracting mechanisms, shock strut, tires, and brakes is important. The inte rior inspection will vary according to the miSSion and the 2-4 3-1 Operating Details optimal equipment installed. Before high altitude flights, it is important to check the condition and quantity of oxygen face masks and hoses. The oxygen supply system shoold be func tionally checked to insure that it is in working order. The oxygen pressure gage should indicate between 300 and 1800 psi, depending upon the antici pated requirements. Satisfactory operation of the pitot tube and stall warning transmitter heating elements is determined by turning on the heater and cautiously feeling the heat of both devices. If night flying is anticipated, all exterior and interior lights should be checked for proper illumination. STARTING ENGINE. Since each engine cylinder is fired by a single spark plug with starter engaged (refer to page 1-2), it is important to release the spring loaded ignition and starter switch to the "BOTH" position immedi ately after the engine fires. This autom atically provides dual igni tion for better engine acceleration. The starting system on this air plane requires a special procedure for hand-cranking the engine, Re fer to page 3-9 for details. The use of an external power source is recommended for starting in cold weather, Before connecting a gen erator type external power source it is important that the master switch be turned on. This will enable the battery to absorb transient voltages which otherwise might damage the transistors in the audio amplifier. When using a battery type cart the master switch should be turn ed , d I Unlike a carburetor, wh i ch dUJI plies no fuel to the engine unt il ". airflow has been induced by CI',IIII ing, the continuous-flow fue l lnll I tion system will start spr ayin a 11( , I in the intake ports as sO On <UI III throttle and mixture cont ro)!1 .11' opened and the auxiliary pU lll Jl I turned on. Thus, the fuel- in Jl'j'III''1 engine needs no primer; at th e IIUII' time, if the auxiliary pump is bll" " ,1 on aCCidentally while the en glrl' I stopped, with the throttle OPI'II 11,.1 the mixture rich, solid fuel will I "I lect in the intake manifolds, the ' llI,'" tity depending on the amount or 1111 ,,1 tle opening and the len g th 01 IIif' the pump has been op eraUll t!, I this happens, it is advis a bl~ tn y. . il a few minutes until this fu el I II i In away before starting the en gl lH ., avoid flooding, be sure you arl ' I I III to crank the engine as s o(nl , I steady fuel flow of 2 to 4 gl1 1 II , I obtained. In hot weather with a hot el lj', l11 fluctuating fuel flow slightl y I" than normal may be obtain ed . I'Ii is an indication of vapori zed 1\1 1 I ' the starter should not be cn" 1i I until a steady fuel flow is , ,101 1111'1 by purging the system. To I" I ;! j flooding the engine whil e Pi li ' Ii i set the mixture control in !t Ill 1.\ '1 off and close the throt ll. ' '!'Ii turn the auxiliary fuel pUll lP mV11 to "HI" ; the auxiliary fu( '1 PI. II EI will run with a deep growlinl' PI I d tling sound until the vapor i :, 1'\' I After purging, open th e tI )I'ull l, inch, engage the starter a n c! I"l "IImix"iure control to full riCh <\; the engine starts, turn tlle 1111 II I 1111, 1 pump switch to "LO." It may III' necessary to readjust the mixture IN,t ween full rich and idle cut-off for 11't' ('!eration of the engine to 1000 I:WO RPM. To assure complete .'l llIlination of vapor under severe " tl nditions, idle the engine 800-1000 I( PM with the auxiliary fuel pump IV ilc h on "LO" and with full rich '" l.'I lure until there is no sign of I' a por. ~ ngine mis-starts characterized tty weak, intermittent explosions f nll uwed by puffs of black smoke from Illl' exhausts are caused by over IJrl ming or flooding. This situation hi more apt to develop in hot weath I' r . or when the engine is hot. If it [w (:urs, repeat the starting routine with the throttle approximately 1/2 "IIc'n, the mixture in idle cut-off and I h tl auxiliary pump off. As the en Ki ne fires, move the mixture con l t' nl to full rich and decrease the I h rottle to idle. If the engine is under-primed, as Ilia y occur in cold weather with a \'1, 111 engine, repeat the starting pro ""d ure with the auxiliary fuel pump W Ilch on "Ill" until the engine fires. If prolonged cranking is necessary, .a llow the starter motor to cool at fre quent intervals, since excessive 11I'a l may damage the armature. TAXIING. T he induction hot air knob should lie ' pushed full in during all ground flpf' rations unless heat is absolutely 'ljO('('ssary for smooth engine opera 11 011. When the knob is pulled out to II ... heat pOSition, air entering the .'lIitl lle is not filtered, Operating Details Release the parking brake before taxiing and use the minimum amount of power necessary to start the air plane moving. During taxi, and es pecially when taxiing downwind, the RPM should be held down to prevent excessi ve taxi speeds. Taxiing should be done at a speed slow enough to make the use of brakes almost entirely unnecessary. USing the brakes as sparingly as possible will prevent undue wear and strain on tires, brakes, and landing gear. Normal steering is accomplished by app'lying pressure to the rudder pedal in the direction the airplane is to be turned. For smaller radius turns, at slow speed, the brakes may be used on the inside wheel. At slow taxi speed, this airplane may be pivoted about the outboard strut fit ting without sliding the tires. When taxiing in crosswinds it is important that speed and use of brakes be held to a minimum and that all controls be utilized to maintain directional control and balance. NOTE Caution should be used when taxi ing over rough fields to avoid ex cessive loads on the nosewheel. Rough use of brakes and power also add to nosewheel load. A good rule of thumb: "Use mini mum speed, power, and brakes." Taxiing over loose gravel or cin ders should be done at low engine speed to avoid abrasion and stone damage to the propeller tips. Full throttle run-ups over loose gravel are especially harmful to propeller 3-2 3-3 Operating Details tips . When take-offs must be made over a gravel surface, it is very important that the throttle be ad vanced slowly. This allows the air plane to start rolling before high RPM is developed, and the gravel will be blown back of the propeller rather than pulled into it. BEF 0 R'E T A K E-OFF. Most of the warm up will have been conducted during taxi, and additional warm up before take-off should be restricted to the checks outlined in Section IT. Since the engine is close ly cowled for efficient in-flight cool ing, precautions should be taken to avoid overheating on the ground. Full throttle checks on ,the ground are not recommended unless the pilot has good reason to suspect that the engine is not turning up properly. If the ignition system check pro duces an engine speed drop greater than 125 RPM, the warm-up should be continued a minute or two longer prior to rechecking the system. If there is doubt concerning the opera tion of the ignition system, checks at higher engine speed may confirm the seriousness of the deficiency. A drop in excess of 125 RPM with more than 50 RPM differential be tween magnetos with a warm engine at 1700 RPM is considered excessive. If instrument or night flights are contemplated, a careful check should be made of vacuum pump operation. A suction of 4.5 inches of mercury is desirable for gyro instruments . However , a range of 3.75 to 5.0 inches of mercury is considered acceptable. The condition of the generator is also importa nt R ill ' " satisfactory operation of a ll "".11., equipment and electrical ins tru It II 'h i is essential to instrument r li l' III The condition of the gene r a-t il' I checked by noting that the a mnII II , is not showing a discharge w il l; Iii engine speed above 1000 R PM A simple last-minute re c h t" ~ I, I.J important items should i nc ilid . Li g lance to see that the mi xt UI 'l' ,1f1(1 propeller pitch knobs are fu ll ill . I!I flight controls have free an d COl ' , , i movement, and the fuel s e l~' t' l 'Ii on the fullest tarue TAKE-OFF. It is important to check full- Ill. "III engine operation early in l ilt , I" off run . Any signs of r ou gh tlllW operation or sluggish en gi l1l' , II ~f l eration is good cause for cti f; l' 1l1l1 illl! ing the take-off. For maximum engine pOW I I , 'III mixture should be adju st e d II II! il the initial take-off roll i u l it , I flow corresponding to the f ll 101 • I vation. The power inc rea sl' I nificant above 3000 fe el ,111 01 procedure always sho ul d I" ployed for field elevati on ~ ~', I ' r ~ " than 5000 feet abov e s ea I j' ~, I Using 20 0 wing flaps r edull ground run and total dis t ullt I the obstacle by approxi nl li l t per cent. Soft field tak e f ill performed with 20 0 fl ap s IJY II the nosewheel off the grnu nr l I as practical and leavi ng I hl' in a slightly tail-low atti tulh' ever, the airplane sh ould I", It off immediately to a ccolt't ltl, safe climb speed of 70 M Pli !"Ilco- nffs into strong crosswinds 1111 1' IIm lly are performed with the 1111 II IIII 11m flap setting necessary for \I II' Ci r. ld length, to minimize the ;Irlfl angle immediately after take " , The airplane is accelerated i " . 1 sp eed slightly highe r than nor hwl, lhen pulled off abruptly to pre v"11 1 possible settling back to the III II WOIY while drifting. When clear " I I h,· ground, make a coordinated ' lirn into the windto correct for drift. (,Il lldlng gear retraction normally I.- " tarted after reaching the point !l v.·r the runway where a wheels ,tllWIl , forced landing on that runway wUlI ld become impractlcal. Since lh l! landing gear swings downward Jlpr oximately two feet as it starts Ih .. retractlon cycle, damage can rall ult by retracting it before ob 1.l lling at least that much ground ,· Il'ar ance. In addition, the landing "ill" would extend slowly in the event "' 1lI1 engine failure during take-off, Iltt mlght not be completely down while a wheels-down landing could 11 11 be made on the runway. AFTER TAKE-OFF. To set up the airplane in climb t'llnf lguration, retract the landing 1'.1 r, adjust power for climb, re 11 .11' 1 the wing flaps at a safe alti i \1111 ) and airspeed, and adjust the ml x lure for the power setting se \I 'dI' d. I"l wcr reduction will vary accord 11110: to the reqUirements of the traffic ...Ilt c·rn, surrounding terrain, gross w"I~lht, field elevation, temperature, It 1111 e. ngine condition. However, a nllrm al "after-take-off' power set- Operating Details ting is 24 inches of manifold pres sure and 2450 RPM. Before retracting the landing gear, the brakes should be applied mom entarily to stq> wheel rotation. Cen trifugal force caused by the rapidly spinning wheel expands the diameter of the tire. If there is an accumula tion of mud or ice in the wheel wells, the rotating wheel may rub as it is retracted into the wheel well. IMPORTANT The landing gear pOSition handle should be returned to neutral man ually if a malfunction occurs in the hydraulic system which pre vents the gear position handle from returning to neutral aft e r an ex tension or retraction cycle has been completed. Continuous op eration with the handle out of neutral keeps the system pres surized and will eventually result in overheatin g and damage. CLIMB. A cruising climb at 24 inches of manifold pressure, 2450 RPM (ap proximately 75% power) and 120 to 140 MPH is recommended to save time and fuel for the overall trip. In addition, this type of climb pro vides better engine cooling, less engine wear, and more passenger comfort due to lower noise level. The mixture should be leaned as necessary for the lower powers available at altitude. If it is necessary to climb rapidly to clear mountains or reach favor able winds at high altitudes, the best rate -of -clim b spe ed should be used 3-4 3-5 Operating Details this airplane . Should an inadvertent spin occur, standard light plane re covery techniques should be employ ed. LET-DOWN. Let-downs should be initiated suf fiCiently before the destination is reached to permit a gradual rate of descent at cruising speed, using just enough power to hold engine tem perature in the green arc range. BEFOR'E LANDI NG . In view of the relatively low drag of the extended landing gear and the high allowable gear down speed (160 MPH), the landing gear should be extended before entering the traffic pattern. This practice will allow you more time to confirm that the landing gear is down and locked. A.s a further precaution, leave the landing gear extended in go-around procedures or traffic patterns for touch-and-go landing. Landing gear extension can be de tected by a slight bump as the gear locks down, illumination of the gear down indicator light (green), absence of a gear warning horn with the throt tle retarded below 12 inches of mani fold pressure and visual inspection of the main gear position. Should the gear indicator light fail to il luminate, the light should be checked for a burned out bulb by pushing to test. A burned-out bulb can be re placed in flight with the bulb from the compass light or the landing gear up (red) indicator light. LANDING. Landings are simple a nd Clll'VI Ii tional in all respects. Ei th er Ill' ..... , off or power-approach type IDndll1 can be executed with any fla p twill" Although power-off appr oa chNl \I. Iii full flaps are adequately s teep, are permissible if neces sary. Apprwch speeds should be apl""" mat ely 85 - 95 MPH wi th flUII and 75 - 85 MPH with fl aps ex ll ',lIl, The landing normally sholiid I made on the main wh e e ls will, little braking as practi cal durt III landing roll. COLD WEATHER OPERAJI When very cold tempe r atu 1'1 antiCipated, the oil shou ld be tllltli before stopping the en gi ne U /,,,,,,, -11 pre-heat is net available . T hl .Iftj ing procedure is nor m al, .11I1 "i\I~r starting can be expedit ed l)y -'Wllt I ing the auxiliary fuel pum ps I" .I ill position for a few sec ond s. The use of an external pr.l h •• 1 and an external power s ouret. II· I, ommended whenever po s silJh, ,..-. duce wear and abuse t o ti ll' III, I and the electrical sy ste m. III \0-1 tion , pre-heat will thaw th(.' rill I. ped in the oil cooler, whi ch 1"(~' ; iI will be congealed pr i or Itl .. t 1111 in extremely cold tem peratllf, exte rn al pre-heat is u sed, l h, up should be held to a m 1111111111 prevent recongealing tho nil II, oil cooler. In very cold weat h er, II tl .>11 1 perature indication ne ed hi "lIll before take-off. Aft er 14 IIlIlt warm-up period (2 t o 5 1II III III I eMIII RPM), the airplane Is ready for ' Ilk. ' - off if it accelerates smoothly 111 1 the oil pressure is normal and It . ad y. U ll rl ng let-down, observe engine ' nlllpc ratures cl~ely and carry sui II d" lll power to maintain them in 11, .. r Cl c ommended operating range. 1"llr continuous operation in tem I"·,,at ures conSistently below 20° F, tllI l Ca ssna winterization kit, avail hi,· r rom your Cessna Dealer , should I PI ' InH talled to improve engine opera 11 1111 . HA ND-CRANKING THE ENGINE. Whe n no external power is avail II II! , and the battery does not have II rtl c ient power to turn the engine, Ih" ' mgine may be started by tu_rning Ihn p ropeller by hand. When hand I'rilnk ing, it is important to use the rull u wing procedure: ( ' ) Push master switch on momen I II Il l y , then check that battery power I " "lIrri< :ient to close the battery sole Il ilid fu xl manual starting is possible. 1' 111 1'0 Is evidenced by operation of the htt -I q uantity indicators . If battery " "WI' I· is insu fficient to close the .oI'·lIoid, hand starting is impossible II .... • the starting vibrator requires !kllit'l'y power. (al Be sure to use wheel chocks " II va ilable, and test and set the h rnko s . (:1) S et controls and switches for a lIorma l start, except leave the ign II h nl switch "OFF". ( .. ) Pull propeller through at least ' WIl Cull revolutions to prime each yJl l1dc r (ignition switch still "OFF"). Operating Details NOTE With the auxiliary fuel pump op erating, engine flooding is pos sible. Avoid prolonged use of the pump in the priming operation. (5) With ignition switch held in the "START" position (do not push in as this will engage the starter) , hand crank the engine. IMPORTANT Do not hand-crank with the Ign ition switch on "BOTH", "L", or ''R''. In these positions, kick back or reverse rotation may occur, since the magnetos do not have impulse couplings to retard the spark. Retarded spark can be obtained only in the "START" position of the ignition switch. (6) As soon as the engine fires, im mediately release the spring loaded ignition switch to "BOTH" for beUer engine acceleration. OIL DILUTION SYSTEM . If your airplane is equipped with an oil dilution system and very low temperatures are antiCipated, dilute the oil prior to engine shut down by energizing the oil dilution switch with the engine operating at 1000 RPM, and with the auxiliary fuel pump switch in the " LO" position. (Refer to figure 3-2 for dilution time for the antiCipated temperature). While diluting the oil , the oil pres sure should be watched for any un usual fluctuations that might indi 3-9 3-8 Operating Details II OIL DILUTION TABLE I TEMPER ATUR E '" O°F -10 ° F - 20 , DILUTION TIME 2 min. - ~5 min.- ~8 lIlil! FUEL ADDED 1 qt. 2.5 qt.- ~4 1 Ii - Maximum Sump Capacity - 16 quarts Maximum for Take-off - 13 quarts Figure 3-2. cate a screen being clogged with beginning with a full oil SUItIlI t sludge washed down by the fuel. quarts), subsequent s tar ts allli "II II. gine warm-up should be protl1l1 NOTE to evaporate enough of tbe hI!' I \ lower the oil sump level to 13 ' 1" 11 ,1 On the first operation of the oil prior to take -off. Othe rwl ",·, dilution system each season, use sump may overflow w hen lh., it I the full dilution period, drain plane is nosed up for cUm" , the 011, clean the screen, refill To avoid progressiv e dUull .... , with new oil and redilute as re the oil, flights of at least OJ\(' IU'II quired. duration should be made lxllw dilution operations. If the full dilution time was used, emergeDEV YS TEM EMERGENCY PROCEDURES. fUll SYSTEM-EMERGENCY OPERATION. III the event of an engine-driven fuel pump failure, turn the auxiliary f ill I pump switch to "HI." This will supply sufficient fuel flow for cruising ' 'If!l.i; however, the mixture control must be reset. Land as soon as prac ,i • .11 If fuel flow indication remains below normal. I\. prolong ed Sideslip in the direction of the fuel tank in use can cause 11I'.1 1Il' fuel starvation if the fuel quantity is low since the fuel tank outlet 1',,1 1H may be uncovered. 'I'he quickest recovery of fuel flow to the engine can be accomplished II 1111 ' following manner: ( I) Level the aircraft. (2) Push the mixture control to full rich. (:I) Push the throttle full forward. (,1) Turn the auxiliary fuel pump switch to "HI." 1':II~ine operation should resume within six seconds if this procedure is /1)o." " uled promptly. I ANDING GEAR-EME IRGENCY OPERATION. When the landing gear will not extend normally, it may be extended 1l Iolll ually as follows: NOTE Prior to following emergency procedures, it is recommended that fhe landing gear handle be moved from "UP" to "OOWN" several times. In certain cases, this procedure can dislodge foreign matter which may be caUSing the malfunction. (1) Place the gear handle in the full "OOWN" position. (:.!) Pull the emergency hand pump out to its full extension. 3-10 4-1 Emergency Procedures (3) Operate the hand pump up and down until the down indicat or (('I light comes on, and continue pumping until the landing g e,lr hlltHf returns to neutral. NOTE The landing gear cannot be retracted with the emergen cy hllfl,I pump. If the gear will not retract normally, extend the gear, ln nll and have the malfunction corrected. If the wing flaps fail to extend normally, plan to make a flaps -I ll' I i ing, unless there is another person aboard to assist. It is impr.1I II for the pilot alone to hold down the spring-loaded flap handle, optlr.iI. I hand pump, and fly the airplane at the same time. LAN DI NG EMER GENCIES {Except Ditchin g }. FORCED LANDING (Precautionary Landing with Power). (1) Drag over selected field with flaps 20° and 90 MPH air sp ol'd. 11011 type of terrain and obstruction. (2) If surface is smooth and hard (pasture, frozen lake , etc). I" wheels-down landing using full flaps and keeping nose whe el tllf I' " as long as practical. (3) If surface is rough or soft, plan a wheels-up landing ali Ifill a. Approach with flaps down at 75 to 85 MPH. b. Turn off all switches except ignition switch. c. Unlatch cabin door prior to flare -out. d. Reduce power to a minimum during flare-out. e. Prior to contact, turn ignition switch "OFF. " f. Land in a slightly tail-low attitude. g. Attempt to hold the tail low throughout slide. FORCED LANDING (Complete Engine Failure). In the event of a complete engine failure, maximum g li dillt~ til flU can be obtained by maintaining 95 MPH indicated air speed wit h f h. ' I UIII gear and wing flaps retracted. Refer to the Maximum Gli de Dill' ,.01 page 4-3 for maximum glide data. (1) Pull mixture control knob to idle cut-off. (2) Turn fuel selector valve handle to "BOTH OFF." (3) Turn off all switches except master switch. (4) Approach at 85 to 95 MPH. (5) If field is smooth and bard, extend landing gear within ",1I.lff. Emergency Procedures I.IIII·U of field. IJ) If engine is windmilling, extend flaps as necessary within gliding ,lln l.mee of field. NOTE T h ,' wlndmilling engine will provide sufficient power for extending illI , wing flaps. If the engine is not windmilling, plan to make a n"ps - up landing. ( '7 ) Turn off master switch. (II) Make a normal landing, keeping nose wheel off ground as long as I' .·Ilr llcal. ( II ) If terrain is rough or soft, plan a wheels-up landing as follows: a. Approach at 85 to 95 MPH with gear and flaps retracted. u. If practical, extend flaps within gliding distance of field. c. Turn off master switch. d. Unlatch cabin door prior to flare-out. c. Land in a slightly tail-low attitude. £. Attempt to hold tail low throughout slide. II MAXIMUM GLIDE II SPEED 95 MPH (lAS) • GEAR AND FLAPS RETRACTED PROPELLER WINDMILLING (LOW RPM) • ZERO WIND I c:;::::..........................................................................~..~ ........................·.~·.·.·.·.·.·:~··;·;;:~j;;::~lr!!.· 6000 w :::::·····::·::··;::·~:::·;;······-;;;:':"r· C) o 4.5 9.0 13.5 18 22.5 w GROUND DISTANCE (STATUTE MILES) Figure 4-1. 4-3 4-2 Emergency Procedures LANDING WITHOUT POSITIVE INDICATION OF GEAR LOCKING. Should a flickering, unsteady, or inoperative gear-down (green) light be obtained, and observers verify that the gear is down and apparently in the locked position, proceed as follows: (1) Make a normal full-flaps approach. (2) Holding the landing gear handle in the "DOWN" pOSition and main taining a minimum of 1000 RPM, complete the landing and taxi clear of the runway. NOTE Maintaining 1000 RPM and holding the gear handle "DOWN" secures the landing gear in the extended position by hydraulic pressure. (3) BEFORE reducing engine RPM or releasing gear handle, have ground personnel depress the tail until nose gear is off ground . NOTE The nose gear requires hydraulic pressure to hold it in the "DOWN" position if it is not mechanically locked. (4) Stop the engine and determine that the nose gear is mechanical ly locked down BEFORE lowering the nose wheel to the ground. LANDING WITH ONE DEFECTIVE MAIN GEAR. If one main gear should malfunction so that is does not extend, or only partially extends, prepare for a wheels-down landing as follows: (1) Turn fuel selector valve handle to lighten the fuel load on the de fective gear side as much as practical before attempting a landing. (2) Select a Wide, hard-surfaced or smooth sod runway. If a cros s wind landing is necessary, select a runway with the crosswind fr om the side opposite the defective gear. NOTE If terrain is rough or soft, plan a wheels-up landing as presented under "FORCED LANDING (Precautionary Landing with Power)" in lieu of the following steps. (3) P lace landing gear handle "DOWN. " (4) Extend flaps to 40°. Emergency Procedures (5) In approach, align airplane with edge of runway oppOSite the de fective gear, allowing for a ground-loop toward the defective gear during the landing roll. (6) Turn off master switch. (7) Land slightly wing-low toward the operative gear, and lowe r th e nose wheel immediately for positive steering. (8) Pull mixture control knob to idle cut-off. (9) Turn ignition switch "OFF. " (10) Use full aileron in landing roll to lower wing to the ground gently. (11) Apply brake only to the operative gear as required to maintain directional control and minimize landing roll. (12) Turn fuel selector valve handle to "BOTH OFF." (13) Evacuate the airplane as soon as it stops. LAN DING WITH DEFECTIVE NOSE GEAR. If the nose gear does not extend or only partially extends and observers verify that it is not down, prepare for a wheels-down landing as follows: (1) Transfer movable load to baggage area, and front seat passenger to rear seat if a rear seat position is unoccupied. (2) Select a hard-surfaced or smooth sod runway. NOTE If terrain is rough or soft, plan a wheels-up landing as presented under "FORCED LANDING (Precautionary Landing with Power)" in lieu of the following steps. (3) Place landing gear handle "DOWN. " (4) Extend flaps to 40°. (5) Turn off master switch. (6) Land in a slightly tail-low attitude. (7) Pull mixture control knob to idle cut-off. (8) Turn ignition switch "OFF. " (9) Hold nose off the ground as long as possible. (10) Turn fuel selector valve handle to "BOTH OFF." (11) Evacuate the airplane as soon as it stops. 4-4 4-5 Emergency Procedures Nofeg I , ~ I .~Ceetwe " aperatlng Iimitatla~5~~ ~ ... OPERATIONS AUTHORIZED. Your Cessna with standard equipment, as certificated under FAA Type Certificate No. 3A21, is approved for day and night operation under VFR . Additional optional equipment is available to increase its utility and to make it authorized for use under IFR day and night. An owner of a prop erly-equipped Cessna is eligible to obtain approval for its operation on single-engine scheduled airline service under VFR. Your Cessna Dealer will be happy to assist you in selecting equipment best suited to your needs. MANEUVERS - NORMAL CATEGORY. The airplane exceeds the requirements for airworthiness of the Civil Air Regulations, Part 3, set forth by the United States Government. Spins and aerobatic maneuvers are not permitted in normal category airplanes in compliance with these regulations . In connection with the foregOing, the following gross weight and flight load factors apply: Maximum Gross Weight. . . . 3000lbs. Flight Load Factor *Flaps Up . . +3.8 , - 1. 52 Flight Load Factor *Flaps Down . +3.5 *The design load factors are 150% of the above , and , in all cases , the structure meets or exceeds design loads. Your airplane must be operated in accordance with all FAA-approved markings , placards, and check lists in the airplane. If there is any in formation in this section which contradicts the FAA-approved markings, placards , and check lists, it is to be disregarded. AIRSPEED LIMITATIONS. The following are the certificated true indicated airspeed limits for your Cessna: Never Exceed (Glide or dive, smooth air) .. . . 225 MPH (red line) Caution Range . . . . . . . . . . . . . 190-225 MPH (yellow arc) 5-1 4-6 Operating Limitations ...... . . 190 MPH Maximum Structural Cruising Speed (Le v el flight or climb) .65-190 MPH (green arc) Normal Op e rating Range ..... .160 MPH Maximum Speed, Gear Extended . Maximum Speed, Flaps Extended Flaps 10°. . . . . . ..... . . 160 MPH Flaps 10° _ 40° . . . .. . .... 110 MPH Flap Operating Range. .57-110 MPH (white arc) Maneuvering Speed* . . . . . . . .132 MPH * The maximum speed at which abrupt control travel can be used without exceeding the design load factor. EN GINE OPERATI ON LIM IT ATIONS. Power and Speed. . . ... . ....... 260 BHP at 2625 RPM EN GINE INSTRU M ENT MARKI NG S. OIL TEMPERATURE INDICATOR . Green Arc Normal Operating Range Red Line Do not exceed . . . . . . . OIL PRESSURE GAGE · . 10 psi (red line) Idling Pressure . . 30-60 psi (green ar c ) Normal Operating Range · . 100 psi (red lin e) Maximum Pressure MANIFOLD PRESSURE GAG 'E .15-24 in. Hg (green ar c) Normal Operating Range . . CYLINDER HEAD TEMPERATURE GAGE .300-460°F (green a rc) Normal Operating Range . . . . 460° (red l ine ) Do Not Exceed. . . . . . . . . . . TACHOMETER .2200-2450 rpm (gre en arc) Normal Operating Range Maximum (Engine rated speed) 2625 rpm (re d lin e ) · FUEl QUANTITY INDICATORS Empty (.7 gallon unusable each tank) . · . . . E (red li ne) Operating Limitations FUEl HOW INDICATOR Normal Operating Ran ge . .... 8.75 - 14.13 gal/hI' (g reen arc) Minimum and Maximum . . . . .2.0 and 21. 7 ga l/ hI' (red lines) Maximum Performance Take - Off and Climb Settings at Altitude: Sea Level. 19.5 ga l/hI' (white radial) 4000 Ft. 17. 6 ga l/ hI' (white radial) 8000 Ft. . . . . . . . . . . . . 15.8 g al / hI' (white radial) WEIGHT AND BALANCE. The information presented in this section will enable you to operate your Cessna within the prescribed weight and center of gravity limitations. In figuring your loading problems be certain that you use the Licensed Empty Weight of your particular airplane as shown on its Weight and Balance Data sheet. This sheet, plus an Equipment List, is included with each airplane as it leaves the factory. The FAA requires that any change in the original equipment affecting the empty weight center of gravity be recorded on a Repair and Alteration Form FAA-337. READ BEFORE WORKING LOADING PROBLEM FOR YOUR AIRP LAN E To figure the weight for your airplane in the same manner as the sample problem on page 5-4 , proceed as follows: Step 1. Take the licensed Empty Weight and Moment / lOOO from the Weight and Balance Data Sheet , plus any changes noted on forms FAA-337 , carried in your airplane and write them down in two columns in the manner shown in the sample problem. These figures are non variables and, unless your airplane or equipment if modified , these figures may be used every time you figure your weight and balance. Step 2. Write down the weight and moment / lOOO for the oil in the proper columns. Since you usually have a full load of oil for a trip, you figure 12 qts. at 22.5 lbs. and a moment of -0.4. You may use these same figures every time and consider this also a non-variable. Step 3. Add the weight of yourself and the front passenger. Refer to the Loading Graph on page 5-5 and find this weight at the left side of the graph, then go across the graph horizontally to the right until y ou intersect the line identified as "PILOT AND FRONT PASSENGER." After intersecting the line , drop down vertically to the bottom line and read the moment / lOOO given on the scale. Now write down th is weight and moment / 1000 foryOJ and the front passenger in the p rop er columns. 5-2 5- 3 i Operating Limitations .' Your A i rplane Sample Airplane Moment We i ght Moment SAMPLE LOADING PROBLEM Weight (lb · in s . (Ibs) 2: S / 1000) 1810 .0 62 .6 1. licensed Empt y Weight (Somple Airplane) •.• ·0 . 4 22 .5 22 . 5 · 0 . 4 2. Oil . 12 QIs.· •• •. • ••• .••.•.• • .••. •• . . •• •••.•.•••.••••.• 12 . 2 340 .0 3 . Pilot & Front Po s senger ••• •••••• •••••• ••• ••••• •••••• 18 .3 381.0 4 . Fuel . (63 .5 Gal at 6 # / Gal) ........... ... ........ . 23 .8 340.0 .5 . Reor Passengers ....... . .... .. ... . ...... ... . .. ... . .... . I 11 . 2 106 .5 6 . 8ag9age . ... .... ..... .. . ...... ......... ... ........ . . .. .. . 127.7 3000 .0 7 . Total Aircraft We i ght ( loaded ) •.•••. .•. • .• •• .• •• I II I~II I I , 8 . Locote this point ( 3000 at 127.71 on the center of grO 'l it y en v elope , and since t h i s point falls ..... ith i n the en v elop e the lood i ng is a c c e ptable . -Note : Normally full o i l ma y b e assumed for a l l flights . Step 4. Proceed as you did in step 3, except use the line identified as "FUEL" and 6 lbs. per gallon for the amount of gasoline you are carrying, and read the moment / lOOO from the Loading Graph. Write the weight and moment / lOOO in the proper columns~ Step 5. Proceed as you did in step 3, except use the line identified as "REAR PASSENGERS," and read the moment / lOOO for the combined weight of the rear passengers being carried. Write the weight and moment / 1000 in the proper columns . Step 6. Proceed as you did in step 3, except use the line identified as "BAG GAGE," and read the moment / lOOO for the number of pounds of baggage being carried. Write the weight and moment / lOOO in the proper columns. Step 7. Add the weight column. The total must be 3000 lbs. , or below, or you must lighten your aircraft load. Add the moment column (re member to subtract rather than add the oil moment because it is a minus quantity). Step 8. Refer to the Center of Gravity Moment Envelope. Locate the total .\ ~ Operating Limitations ~ g ; 1-< ~ LOADED AIRCRAFT MOMENT/ IOOO Ig 1-< ; 5 ~ 1-< Q ~ 5-4 5-5 Operating Limitations weight on the scale on the left hand side of the graph and, from this paint, follow a line horizontally to the right. Locate the total moment/lOOO on the scale running across the bottom of the graph and, from this paint, follow a line vertically up until you intersect the line running horizontally from your total weight. If the point where the two lines intersect is within the envelope, your airplane is loaded within approved limits. If the point of intersection falls outside the envelope, your load must be adjusted before flight. VI Eare af the air If your airplane is to retain that new-plane performance and dependa bility , certain inspection and maintenance requirements must be followed. It is wise to follow a planned schedule of lubrication and preventati ve main tenance based on climatic and flying conditions encountered in your locality . Keep in touch with your Cessna Dealer, and take advantage of Ihis know ledge and experience. He knows your airplane and how to maintain it. He will remind you when lubrications and oil changes are necessary, and about other seasonal and periodic services. GROUND H AN DLING. The airplane is most easHy and safely maneuvered during ground handling by a tow-bar attached to the nosewheel. Always use a tow-bar when one is available . NOTE When using tow-tar , do not exceed nosewheel turning radius of 30 0 either side of center. When moving the airplane by hand and no tow-bar is available, push down at the front spar of the stabi lizer beside the fuselage to raise the nosewheel off the ground. With the nosewheel clear of the ground the airplane can be turned readily in any direction by pivoting it around the main gear. Do not push down on the empelUlage by the tip of the elevator; nor shove sidewise on the upper por tion of the fin. When moving the air plane forward, push at the wing strut root fitting or at the main gear strut. MOORING YOUR AI RPLA N E. Proper tie-down procedure is your best precaution against damage to your parked airplane by gusty or strong winds. To tie-down your air plane securely, proceed as follows: (1) Tie suffiCiently strong ropes or chains (700 pounds tensile strength) to the wing tie-down fittings at the upper end of each wing strut. Se cure the opposite ends of these ropes or chains to tie-down rings. (2) Tie a rope through the nose gear torque link and secure the opposite end to a tie-down ring. (3) Securely tie the middle of a length of rope to the ring at the tail. Pull each end of the rope away at a angle and secure 45 0 it to tie-down rings positioned on each side of the tail. (4) Install a surface control lock over the fin and rudder. Do not use external lOCks between the 5-6 6-1 Care of the Airplane flaps and ailerons, because acci dental operation of the flaps could cause structural damage to both flaps and ailerons. (5) Install the control lock in the control wheel shaft. STORAGE. The all-metal construction of your Cessna makes outside storage of it practical, although inside storage will increase its life just as it in creases the life of your car. If your airplane must remain inactive for a time, cleanliness is probably the most important consideration - whether your airplane is inside or out. A small investment in cleanliness will repay you many times, not only in keeping your airplane looking like new but in keeping it new. A later paragraph in this section covers the subject in greater detail. Do n<t neglect the engine when stor ing the airplane. Turn the propeller over by hand or have it turned over every few days to keep the engine bearings, cylinder walls and internal parts lubricated. If storage is to be for an extended period, and turning the propeller is impractical, see your Cessna Dealer for suggestions on preserving the engine and hydrau lic system. If the airplane is stored outside, leave the propeller in a horizontal position to prevent water seepage into the hub mechanism. Filling the fuel tanks will help pre vent condensation. Regular use helps keep airplanes in good condition. An airplane left standing idle for any great length of time is likely to deteriorate more rapidly than if it is flown regularly, and should be carefully checked be fore being put back into active serv ice. WIN DSHIELD- WI NDOWS. The plastic windshield and windows should be kept clean and waxed at all times. To prevent scratches and craZing, wash them carefully with plenty of soap and water, using the palm of the hand to feel and dislodge dirt and mud. A soft cloth, chamois or sponge may be used, but only to carry water to the surface. Rinse thoroughly , then dry with a clean, moist chamois. Rubbing the surface of the plastic with a dry cloth builds up an electrostatic charge so that it attracts dust particles in the air. Wiping with a moist chamois will re move both the dust and this charge. Remove oil and grease with a cloth moistened with kerosene. Never use gasoline, benZine, alcohol, acetone, carbon tetrachloride, fire extinguish er or anti -ice fluid, lacquer thinner or glass cleaner. These materials will soften the plastic and may cause it to craze. After removing dirt and grease, if the surface is not badly scratched it should be waxed with a good grade of commercial wax. The wax will fill in minor scratches and help pre vent further scratching. Apply a thin, even coat of wax and bring it to a high polish by rubbing lightly with a clean, dry , soft flannel cloth. Do not use a power buffer; the heat generated by the buffing pad may soften the plastic. Do not use a canvas cover on the windshield unless freezing rain or sleet is anticipated. Canvas covers may scratch the plasUc surface. PAINTED SURFACES. The painted exterior surfaces of your new Cessna have been finished with high grade synthetic materials selected for their toughness, elas licity, and excellent adhesion. With a minimum of care, they will retain their original beauty for many years. As with any paint applied to a metal surface, the desired qualities of the paint develop slowly throughout an initial curing period which may be as long as 90 days after the finish is applied. During this curing period some precautions should be taken to avoid damaging the finish or inter fering with the curing process. The finish should be cleaned only by wash ing with clean, cold water and mild soap, fOllowed by a rinse with cold water and drying with cloths or a chamois. Do not use polish or wax, which would exclude air from the surface. Do not rub or buff the finish and avoid flying through rain, hail or sleet. Once the finish has cured completely, it may be waxed with a good automotive wax. A heavier coating of wax on the leading edges of the wings and tail and on the nose cap and propeller spinner will help reduce the abrasion encountered in these areas. Fluids containing dyes, such as fuel and hydraulic oil, accidentally spill ed on the painted surface, should be flushed away at once to avoid a per manent stain. Battery electrolyte must be flushed off at once, and the Care of the Airplane area neutralized with an alkali such as baking soda solution, followed by a thorough rinse with clear water. PROPELLER CARE. Preflight inspection of propeller blades for nicks, and wiping them occaSionally with an oily cloth to clean off grass and bug stains will assure long, trouble-free service. It is vital that small nicks on the propeller, particularly near the tips and on the leading edges, are dressed out as soon as possible since these nicks produce stress concen trations, and if ignored, may result in cracks. Never use an alkaline cleaner on the blades; remove grease and dirt with carbon tetrachloride or Stoddard solvent. Yoor Cessna Dealer should be con sulted about other repair and main tenance work. Civil Air Regulations require that all maintenance except dressing small blade nicks, clean ing, minor repairs to the spinner, and lubrication which does not re quire disassembly, be done by an FAA - authorized propeller repair station. LANDING GEAR CARE. Cessna Dealer's mechanics have been trained in the proper adjust ment and rigging procedures on the aircraft hydraulic system. To as sure trouble-free gear operation, have your Cessna Dealer check the gear regularly and make any neces sary adjustments. Only properly trained mechanics should attempt to repair or adjust the landing gear. 6-2 6-3 Care of the Airplane INTERIOR CARE. To remove dust and loose dirt from the upholstery and carpet, clean the interior regularly with a vacuum cleaner. Blot up any spilled liquid promptly, with cleansing tissue or rags. Don't pat the spot - press the blotting mat erial firmly and hold it for several seconds. Continue blotting until no more liquid is taken up. Scrape off sticky materials with a dull knife, then spot-clean the area. Oily spots may be cleaned with household spot removers, used spar ingly. Before using any sol vent read the instructions on the container and test it on an obscure place in the fabric to be cleaned. Never saturate the fabric with a volatile solvent; it may damage the padding and backing materials. Soiled upholstery and carpet may be Cleaned with foam-type detergent, used according to the manufacturer's instructions. To minimize wetting the fabric, keep the foam as dryas possible and remove it with a vacuum cleaner. The plastiC trim, headliner, in strument panel and control knobs need only be wiped off with a damp cloth. Never use a volatile solvent on plastic. INSPECTION SE RV ICE A N D INSPECTION PERIODS. With your airplane you will re ceive an Owner's Service Policy. Coupons attached to the policy en title you to an initial inspection and the first 100-hour inspection at no charge. If you take delivery from your Dealer, he will perform the initial inspection before delivery of the airplane to you. If you pick up the airplane at the factory, plan to take it to your Dealer reasonably soon after you take delivery on it. This will permit him to check it over and to make any minor adjustments that may appear necessary. Also, plan an inspection by your Dealer at 100 hours or 90 days, whichever comes first. This inspection also is performed by your Dealer for you at no charge. While theSe important inspections will be performed for you by any Cessna Dealer, in most cases you will prefer to have the Dealer from whom you purchase the airplane accomplish this work. Civil Air Regulations require that all airplanes have a periodic (annual) inspection as prescribed by the ad ministrator, and performed by a person deSignated by the adminis trator. In addition, 100-hour peri odic inspections made by an "ap propriately-rated mechanic" are re quired if the airplane is flown for hire. The Cessna Aircraft Company recommends the IOO-hour periodic inspection for your airplane . The procedure for this 100-hour inspec tion has been carefully Worked out by the factory and is followed by the Cessna Dealer Organization. The complete familiarity of the Cessna Dealer Organization with Cessna equipment and with factory-approved procedures provides the highest type of service possible at lower cost. Time studies of the IOO-hour in spection at the factory and in the field have developed a standard flat- I · il.tl~ charge for this inspection at any '~' o 5na Dealer. Points which the III s pcction reveals require modifica I IOn or repairs will be brought to the owner's attention by the Dealer, and quotations or charges will be made ac:cordingly. The inspection charge tines not include the oil required for t he oil change. Every effort is made to attract the be st mechaniCS in each community I n Cessna service facilities. Many Dealers' mechanics have attended Cessna Aircraft Company schools and have received specialized in structions in maintenance and care of Cessna airplanes. Cessna service instruction activity in the form of service bulletins and letters is con stantly being carried on so that when you have your Cessna inspected and serviced by Cessna Dealers' mecha nics, the work will be complete and done in accordance with the latest approved method. Cessna Dealers carry a full com plement of Cessna service parts and have complete repair and service facilities, including such specialized jigs and tools as may be necessary. Your Cessna Dealer will be glad to give you current price quotations on all parts that you might need and advise you on the practicality of parts replacement verSUS repairs that may be necessary from time to time. AIRPLANE FILE. There are miscellaneous data, in formation and licenses that are a part of the airplane file. The follow ing is a check list for that file. In addition, a periodic check should be Care of the Airplane made of the latest Civil Air Regula tions to insure that all data require ments are met. A. To be displayed in the airplane at all times: (I) Aircraft Airworthiness Cer tificate (Form FAA-1362). (2) Aircraft Registration Certifi cate (Form FAA-500A). B. To be carried in the airplane at all times: (1) Airplane Radio Station License (if transmitter installed). (2) Weight and Balance Report or latest copy of the Repair and Alter ation Form (Form FAA-337). (3) Airplane Equipment List. (4) Airplane Log Book. (5) Engine Log Book. C. To be maintained but not neces sarily carried in the airplane at all times: (1) A form containing the follow ing information: Model, Regis tration Number, Factory Serial Number, Date of Manufacture, En gine Number, and Key Numbers (duplicate keys are available through your Cessna Dealer). Most of the items listed are re quired by the United States Civil Air Regulations. Since the regula tions of other nations may require other documents and data, owners of exported airplanes should check with their own aviation officials to determine their individual require ments. 6-4 6-5 Care of the Airplane LUBRICATION AND SERVICING Specific lubrication and servicing information is presented in the Serv icing Diagram (figure 6-1). In addition, all pulleys, the trim tab actuator rod, control surface hinge bearings, bellcrank clevis bolts, brake pedal pivots, rudder pedal crossbars, shimmy dampener pivot bushings, door hinges and latches, Bowden controls (with the exception of their friction locking devices), propeller and cowl flap control ends, throttle and mixture control linkage, and any other friction points should be lubricated every lOOO hours, or oftener, with SAE 20 general-purpose oil. Do not lubri cate friction locks. Generally, roller chains (aileron, elevator trim tab wheel and tab actuator) and control cables collect dust, sand and grit if they are greased or oiled. Except under seacoast conditions, chains and cables should be merely wiped clean occasionally with a dry cloth. DEALER FOLL~W-UP SYSTEM ~ Your Cessna Dealer has an owner fonow-up system to notify you when he receives information that applies to your Cessna. In addition, if you wish, you may choose to receive similar notification directly from the Cessna Service Department. A subscription card is supplied in your airplane file for your use, should you choose to re quest this service. Your Cessna Dealer will be glad to supply you with details concerning these follow-up pro grams, and stands ready through his Service Department to supply you with fast, effiCient, low cost service. 1I1 ';CO MMENDED FUEL : AVlATION GRADE -- 100/13 0 OCTANE III-:COMMENDED ENGINE OIL: AVIATION GRADE - - SAE 30 BELOW 40 ' F SAE SO ABOVE 40' F IIYDRAUUC FLUID: SPEC. NO. M1L-H-5606 OXYGJ,:N: SPEC. NO . BB-O-925 Care of the Airplane SERVICING DIIAGRAM SERVICING INTERVALS o CHECK OR SERVICE DAilY o SERVICE EVERY 25 HOURS o SERVICE EVERY SO HOURS D SERVICE EVERY 100 HOURS o SERVICE EVERY 500 HOURS D SERVIC ,E AS REOUIRED Symbol denotes servi cing interva l. Number within symbol refers to item to be serviced as shown in adj oi nIng specifications. Figure 6-1 (Sheet 1 of 6). ________...1 6-7 6-6 Care of the Airplane SERVICING PROCEDURES -----, VACUUM SYSTEM OIL SEPARATOR (OPT) ~ Every 100 hours, remove separator and flush with Stoddard solvent (Fed. Spec. P-S-661), then dry with compressed air and reinstall. CD FUEL/AIR CONTROL UNIT SCREEN Every 100 hours, remove and clean the screen in the bottom of the fuel/air control unit, reinstall and resafety. o FUEL TANK FILLERS Service after each flight with 100/ 130 octane aviation grade fuel. The capacity of each tank is 32.5 gallons. When op tional long range fuel tanks are installed, the capacity of each tank is 42.0 gallons. INDUCTION AIR FILTER '8 Service every 25 hours or oftener when operating in dusty conditions. Under extremely dusty conditions, daily main tenance of the filter is recommended. Service filter in accordance with instructions on the filter frame. o SUCTION RELIEF VALVE INLET SCREEN (OPT) Every 100 hours, check inlet screen for dirt or obstructions if suction gage readings appear high. Remove screen and clean with compressed air or wash with Stoddard solvent (Fed. Spec. P-S-661). o FUEL TANK SUMP DRAINS Every 100 hours, remove drain plugs, drain off water and sediment, and reinstall plugs. Safety wire plugs to adja cent safety screws. 1 1'12] GYRO INSTRUMENT AIR FILTERS (OPT) Replace every 100 hours and when erratic or sluggish re sponses are noted with normal suction gage readings. o OXYGEN CYLINDER AND FILLER VALVE (OPT) Check oxygen pressure gage for anticipated requirements before each flight. Whenever pressure drops below 300 psi, use filler valve on left side of utility shelf and refill cylin ....-------- Figure 6-1 (Sheet 2 of 6). 6-8 Care of the Airplane der with aviator's breathing oxygen (Spec. No. BB-O-925). Maximum pressure , 1800 psi. o LANDING GEAR DOWN LOCK PAWLS Every 100 hours, lubricate the down lock pawls through grease fittings, located near the pivot of the pawls, with MIL-G-7711 general purpose grease. ~ TIRES Maintain 45 psi pressure on the nosewheel and 42 psi on the main wheels. Inflate tires with filler needle stored in map compartment. Remove oil and grease from tires with soap and water; periodically inspect them for cuts , bruises and wear. o WHEEL BEARINGS Repack with MIL- G-7711 or aircraft wheel bearing greas e at first 100 hours, 500 hours thereafter; oftener if more than the usual amount of water, mud, ice or snow is encountered. @J FUEL RESERVOIR DRAIN PLUGS Every 100 hours, remove drain plug from bottom of each fuel reservoir, drain off water and sediment, and reinstall plug. Safety wire plug to adjacent fuselage structure. ~ HYDRAULIC FLUID RESERVOIR FILLER PeriodLcally check fluid level in hydraulic reservoir through sight window (just below the throttle on the control pedestal). Complete coverage of the window is desired, denoting that the reservoir is full (entire area of window appears red). Fluid level should not be allowed to go below the halfway portion of the sight window. Fill the reservoir with MIL H-5606 (red) hydraulic fluid by removing the screw from the filler fitting and connecting a pressure filling unit. Fill the :;ystem until fluid begins to overflow from the reservoir vent line. After filling, reinstall screw in filler fitting. Every 100 hours, draw off a sample of hydraulic fluid and examine it for sediment and discoloration. Fluid which is clear and not appreciably darkened may be reused. Refer to the Service Manual for a detailed procedure for testing the fluid . Figure 6-1 (Sheet 3 of 6). 6-9 Care of the Airplane B BRAKE MASTER CYLINDERS Every 100 hours, check fluid level in brake master cylinders. Fill with MIL-H-5606 (red) hydraulic fluid. Filling with a pressure pot connected to the brake bleeder ports is prefer able, although fluid may be poured through the plugs on the top of the master cylinders. & GROUND SERVICE RECEPTACLE (OPT) Connect to 12-volt, DC, negative-ground power unit for cold weather starting and lengthy ground maintenance of the elec trical system. When an auxiliary power unit is used, the aircraft master switch should be left off until the plug has been pulled. @ OIL DIPSTICK Check oil level before each flight. Do not operate on less than 9 quarts and fill if an extended flight is planned. The oil capacity is 12 quarts (13 quarts capacity if an optional oil filter is installed). & NOSE GEAR SHOCK STRUT Keep strut inflated and filled with MIL-H-5606 (red) hydrau lic fluid. See Service Manual for detailed instructions. SHIMM Y DAMPENER ~ Every 100 hours, check fluid level in shimmy dampener. Fill with MIL-H-5606 (red) hydraulic fluid. See Service Manual for detailed instructions. o NOSE GEAR TORQUE LINKS Every 25 hours, lubricate through grease fittings with MIL G-7711 general purpose grease. Wipe off excess. ~ AUXILIARY FUEL PUMP FILTERS Every 100 hours, remove and clean the screen in the bottom of each fuel pump. @ FUEL STRAINER Drain approximately two ounces of fuel before each flight and after refueling to remove water and sediment. Make sure drain valve is closed after draining. Disassemble and clean Figure 6-1 (Sheet 4 of 6). Care of the Airplane bowl and screen every 100 hours. @ OIL SUMP DRAIN Every 25 hours, change engine oil. Drain oU by removing plug in oil sump. Provide protection for engine nacelle when draining. (See item 25 for servicing interval on aircraft equipped with an optional oil filter. ) §] PROPELLER The McCauley propeller mechanism is sealed and does not require lubrication between overhauls. Grease the Hartzell propeller every 100 hours. To prevent entrapping air and high pressure, remove grease fitting adjacent to fitting being greased. Fill each fitting until grease oozes from adjacent fitting hole. Add equal amounts of grease at each clamp to retain propeller balance. Refer to the Service Manual or see your Cessna Dealer for a list of approved greases for Hartzell propellers. @ OIL FILLER When preflight check shows low oil level, service with avi ation grade engine oil; SAE 30 below 40°F. and SAE 50 above 40°F. Your Cessna was delivered from the factory with straight mineral oil (non-detergent) and should be operated with straight mineral oil for the first 25 hours. The use of mineral oil during the 25-hour break-in period will help seat the piston rings and will result in less oil consumption. After the first 25 hours, either mineral oil or detergent oil may be used. If a detergent oil is used it must conform to Continental Motors Corporation SpeCification MHS-24. Your Cessna Dealer can supply an approved brand. @ OIL FILTER (OPT) Change engine oil and replace filter element every 50 hours. Oil should be changed at least every four months even though less than 50 hours have accumulated. If the engine is oper ated in extremely dusty areas, in cold climates where sludg ing conditions exist, or where short flights and long idle periods are encountered which cause sludging conditions, the interval for changing oil should be reduced from the 50 hour interval outlined above. Figure 6-1 (Sheet 5 of 6). 6-10 6-11 Care of the Airplane @ ENGINE OIL SCREEN Remove and wash screen (located on right rear side of engine accessory section) with Stoddard solvent (Fed. Spec. P-S 661) whenever engine oil is changed. (On aircraft equipped with an optional oil filter, the engine oil screen has been removed and replaced with an adapter unit for oil filtration. ) @ BATTERY Check level of electrolyte every 25 hours (or at least every 30 days), oftener in hot weather. Maintain level by adding dis tilled water . DO NOT overfill. Immediately neutralize spilled electrolyte with baking soda solution, then flush with water. Keep battery clean and connections tight. Neutral ize corrosion deposits with baking soda solution, then rinse thoroughly. <8> HYDRAULIC SYSTEM FILTER Every 500 hours, separate filter body by removing four screws; then remove and clean the two screens in filter. Use new O-ring seal when reassembling filter after clean ing. Safety wire screws. The military specifications listed are not mandatory, but are intended as guides in choosing satisfactory materials, Products of most reputable manufacturers meet or exceed these specifications. Figure 6 -1 (Sheet 6 of 6). ..... The operational data charts on the following pages are presented for Iwo purposes: first, so that you may know what to expect from your air plane under various conditions; and second, to enable you to plan your flights ill detail and with reasonable accuracy. A power setting selected from the range charts usually will be more I'fficient than a random setting, since it will permit accurate fuel flow settings and your fuel consumption can be estimated closely. You will find I hat using the charts and your Power Computer will pay dividends in over all efficiency. The data in the charts has been compiled from actual flight tests with Ihe airplane and engine in good condition and using average piloting tech niques. Note also that the range charts make no allowances for wind, navigational errors, warm-up, take-off, climb, etc. You must estimate these variables for yourself and make allowances accordingly. AI 'RSPEED CORRECTION TABLE 0 0 FLAPS lAS - MPH 100 160 120 80 180 I 140 I 60 100 TlAS - MPH 69 82 119 139 160 181 'FLAPS 20 0 40 50 100 TlAS - MPH 57 62 102 'FLAPS 40 0 lAS - MPH 40 50 60 70 80 90 I 100 1110 TlAS - MPH 57 62 68 75 83 92 II 102 111 "Maximum flap speed 110 MPH-TIAS Figure 7-1. 6-12 7-1 TAKE-OFF DATA .~ " " "" TAKE-OFF DISTANCE WITH 20 " flAPS FROM HARD-SURFACED RUNWAY ".' .........•........................••..........•..... . I GROSS lAS HEAD AT SEA LEVEL" 59 ' F AT 2500 FEET" 50 c F AT 5000 FT. & u ' r AT 7500 FT." 32 ' f WEIGHT AT 50 FT. WIND I TO CLEAR LBS. MPH MPH GROUND GROUND TO CLEAR GROUND TO CLEAR GROUND I 507gB~~~~~E RUN I 50' OBSTACLE RUN 50' OBST AC LE RUN 50' OBST ACLE RUN I 2200 JJ 0 345 680 405 770 48 0 885 580 1040 15 205 460 245 525 295 615 365 725 30 100 275 120 320 I S5 380 195 460 2600 I 60 0 I 500 915 585 1045 705 1230 i 855 1470 15 310 635 370 735 455 I 870 560 1055 30 165 395 200 465 255 I 565 325 695 3000 64 0 695 121 0 820 1405 990 1675 I 1205 2045 15 450 855 53 5 1005 660 1215 815 1505 ! 30 250 I 555 310 665 I 390 820 500 1030 NOTE: INCREAS E DIBTA NCES 10% FOR EACH 25 ' F ABOVE STANDARD TEMPERAT UR E FOR PARTICULAR ALTITUDE. ~CLIMB DATA I ~ .' ,=- ~ ••• ~ , - -= - I , . ..... ~-~ I ..AT SEA LEVEL" 59"F AT 5000 FT. "41"F AT 10000 FT. "23"F AT 15000 FT . " 5' F AT 20000 FT." -12 ' F I GROSS WEIGHT BEST RATE GAL. BEST RATE FROM BEST RATE FROM BEST RATE FROM BEST RATE FROM . LBS. CLIMB OF OF CLIMB OF S.L . CLIMB OF S. L. CLIMB OF S .L. CLIMB OF S. L. lAS FCTL/:;: I FUEL lAS CLIMB F UE L lAS CLIM B FUEL lAS C Ln.m FUEL lAS CLn.m FUEL MPH USED MPH FT / MIN USED MPH FT / MIN USE D MPH IT/MIN USED MPH FT / MIN USED 2200 96 1900 2.0 92 1530 2.9 8B 11 50 3.9 83 780 5.1 78 410 6.8 2600 10.0 1540 2.0 97 1210 3.1 93 890 4.4 88 580 6 .1 84 250 I 8.6 3000 10 5 1270 2.0 101 980 3 .4 97 690 5.0 94 400 7.3 90 120 11. 5 NOTE: i~C\LU~ ~~(~}ATR;~:,/:::N~~'!.K~~~i~~E ~6w~;g~IMENDED LEA"~NG SCHEDU LE , FLAPS AND GEAR UP. FUEL USED Figure 7-3. I Op e rat ional Data Op e rational Data 2500 CRUISE PERFORMANCE - NORMAL LEAN MIXTURE Standard Atmosphere • Zero Wind • Gross Weight- 3000 Pounds 2500 FEET I 63.5 Gal. (No Reserve) 80 Gal. (N o Reserve TAS Ga l/ Endr. Range Endr. Range % RPM MP BHP MPH Hour Hours Mlles Hours Miles .2450 4.4 24 76 180 14.3 800 1010 5.6 , 23 4.7 71 177 13.4 835 6.0 1050 , 5.0 22 173 6.3 67 12.7 865 1090 5.3 21 63 169 1l. 9 900 6. 7 ll35 2300 4.9 6.2 24 174 860 1085 68 12.8 6.6 64 5.2 890 ll20 23 170 12.1 , 7. 0 22 61 5.6 925 ll65 166 11. 4 7.4 10.8 960 1210 2200 21 57 163 5.9 930 7 . 1 ll75 23 60 1l. 3 5.6 166 22 56 965 7.5 1215 162 10.7 ' 6. 0 21 1005 53 158 8.0 1265 10.0 6.3 , 154 20 49 1035 1305 9. 4 8 . 5 6.7 I 2100 52 22 157 9.9 6.4 1010 8.1 1275 21 48 153 9.3 6. 8 1045 8.6 1320 20 45 148 8.7 7.3 1080 9.2 1360 19 42 8.3 144 7.7 1105 9 . 7 1390 18 39 139 8. 1 7. B 1130 10.2 1420 17 133 35 7.3 8.7 1150 10. 9 1445 16 32 126 6.9 9.2 1160 11. 6 1460 CRUISE PERFORMANCE 5000 NORMAL LEAN MIXTURE Standard Atmosphere • Zero Wind • Gross Weight -3000 Pounds 5000 FEET 63.5 Gal. (No Reserve) 80Gal.(No Reserve} % TAS Gal l Endr. Range I Endr. Range II I'M MP BHp l MPH Hour Hours Miles Hours Miles :l450 24 79 187 14 . 8 4.3 800 5.4 1010 23 74 183 14.0 4. 5 830 5. 7 1050 22 70 179 13.1 4.8 870 6.1 1095 21 65 175 12.3 5. 2 905 6. 5 ll40 :l300 24 71 180 13.3 4.8 860 6.0 lOBO 23 67 177 12.6 5.0 890 6.4 ll25 22 63 173 11. B 5.4 925 6.8 ll70 21 59 169 11. 1 5.7 965 7. 2 1215 I 172 I :l200 23 62 1l.7 5.4 935 6. 8 ll75 22 58 168 11. 0 5.8 970 7.2 1220 21 55 165 10. 4 6.1 1005 7.7 1265 20 51 160 9.8 6.5 1040 8.2 1310 2 100 22 53 163 10.1 6.3 1020 7.9 1290 21 50 159 9.6 6.6 1055 B.4 1330 20 46 154 9. 0 7. 1 1090 8. 9 , 1370 19 I 43 150 8.5 7.5 1115 9.4 1405 1B 40 145 8.1 7.9 1140 9.9 I 1435 17 37 139 7.6 8.4 ll60 10. 6 1465 16 34 132 7.1 B.9 ll75 11. 2 1480 15 I 31 125 6.7 9.4 ll80 1l.9 1485 t , - Figur e 7-4 (Sh eet 1 of 5). Figure 7-4 (Sheet 2 of 5). 7-5 7-4 Operati onal Data Operational Data 7500 CRUISE PERFORMANCE NORMAL LEAN MIXTURE Standard Atmosphere • Zero Wind • Gross Weight-3000 Pounds 7500 FEET 63.5 Gal. (No Reserve) 80 Gal. (No Reserve) % TAS Gal/ Endr. Range Endr. Range RPM MP BHP MPH , Ho ur Hours Miles Hours MilesI 2450 22 72 186 13.6 4.7 870 5.9 1095 21 67 182 12.7 5.0 910 6.3 1145 I 20 64 178 12.0 5.3 945 6.7 1190 19 59 173 11. 1 5.7 990 7.2 1245 2300 22 65 i 179 12.2 5. 2 930 6. 6 1175 2